RU2296871C1 - Multicylinder radial opposite four-stroke internal combustion engine - Google Patents

Abstract

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to invention, proposed internal combustion engine has two, opposite-mounted on common case, at least two-cylinder blocks with cylinders arranged symmetrically and parallel to axis of engine shaft. Cylinders accommodate pistons secured in pairs and opposite on rods. Valve timing unit is arranged over each cylinder block. Case is made in form of hollow cylinder with flanges at both sides. Flanges are provided with ports for piston rods. Made in case parallel to its axis are at least four slots, and plates with slots are installed between flanges over slots in case parallel to slots. Engine shaft has central unit arranged in case space increased in diameter, as compared with two axle-shafts. Closed sinusoidal profile groove is made on cylindrical surface of central unit of shaft. Two axle-shafts with fitted-on antifriction bearings pass through central holes in cylinder blocks. Each four pistons are connected in pairs and opposite into H-shaped rod-and-piston units by means of two rods and rigid bridge between rods. Axle with three rollers is installed on interred bridge square to axes of rods and engine shaft. One of rollers gets into sinusoidal groove found on side surface of central part of shaft and transmits useful work to engine shaft, and two other rollers get, respectively, into slot of case and slot of guide plate and take up tangential loads and provide movement of rod-and-piston unit parallel to engine axis.

EFFECT: reduced overall dimensions and metal usage of engine.

6 cl, 18 dwg

Description

The invention relates to mechanical engineering, namely to the design of rodless multi-cylinder internal combustion engines.

The purpose of the invention is to reduce the size and metal consumption of a rodless internal combustion engine, achieved by simplifying the design of components and parts used to transfer gas expansion energy to the working shaft of the engine during fuel combustion in cylinders.

Multi-cylinder four-stroke, including rodless, internal combustion engines are known, in which the energy transfer from the expansion of gases during the combustion of fuel in one of the cylinders to the pistons of the cylinders in which preparatory cycles (exhaust, intake, compression) take place, is carried out through mechanical, most often multi-link articulated transmission devices, which are either connecting rods or rods and crankshafts, or swinging oblique or spatial washers, or systems of articulated levers, or gear yki and gears. At the same time, a significant part of the energy from combustion in the fuel cylinders is spent on overcoming the friction forces in the transmission units, and the working shaft of the engine is used as one of the main units of this transmission.

Close to patentable in technical essence is the opposed internal combustion engine (see RF patent No. 2089733, IPC F01B 3/04, 9/06, F02B 75/24, 75/32 publ. 10.09.1997), which contains at least , two opposed pistons located, interconnected by a common rod, fixed from rotation, with a cam element in the central part interacting with a sleeve with a gear ring through a sinusoidal groove, which allows the shaft to rotate the sleeve with axial displacement and transmit the moment to the consumer. In this engine, energy is transferred to the working shaft during the combustion of fuel (working stroke) in each of the two cylinders, and during the preparatory strokes - release, intake and compression - the energy is "taken" from the consumer. In addition, to actuate the gas distribution mechanism, additional multi-link hinged transmission units are required. In addition, with this design, the engine is not kinematically balanced.

The closest in technical essence is the "pulsed internal combustion engine", in which the pistons are in, selected for the prototype (Application of the Russian Federation for the invention No. 2001124006/06 dated September 3, 2001 and the patent of the Russian Federation for utility models No. 29963 with priority dated September 19, 2001). opposite cylinders are connected by rods (rods), and two parallel rods of the main and additional pairs of pistons are rigidly connected and have connecting rods pivotally connected to the intercurrent jumpers, interacting with a two-way overrunning clutch kinematically connected with power take-off shaft.

The disadvantage of this design is the kinematic imbalance of the system, the complexity of the design of the mechanism of energy transfer from the pistons to the consumer, as well as the need for additional components and parts of the transmission to ensure the operation of the gas distribution system.

The invention solves the problem of reducing the size and metal consumption of the internal combustion engine, as well as increasing its efficiency, achieved by improving the design of the mechanism of energy transfer from the piston in the cylinder with a stroke (stroke) to the pistons in the cylinders with auxiliary (preparatory - release, intake, compression ) strokes and transmission of effective (useful) work from the pistons to the working shaft of the engine. In addition, in the patented engine, the gas distribution mechanism is mounted directly on the working shaft of the engine without a transmission system.

According to the invention, the multi-cylinder internal combustion engine contains two at least eight-cylinder blocks mounted opposite to the crankcase, at least eight-cylinder blocks symmetrically and parallel to the axis of the spindle-shaped shaft, the central part of which is located in the crankcase cavity, pistons pairwise opposed to the rods, two gas distribution units located above the cylinder blocks. The crankcase is made in the form of a hollow cylinder with flanges on both sides, while the windows for the piston rods are made in the flanges. At least four grooves are made in the crankcase in parallel with its axis, and planks with grooves are installed between the flanges above the grooves in the crankcase and in parallel with it. The spindle-shaped shaft has a central assembly located in the crankcase cavity and enlarged in diameter compared to the two semi-axes with a closed sinusoidal profile groove with a sinusoidal amplitude equal to the piston stroke between the “upper” and “lower” dead positions, the length sinusoids is equal to its two periods. Two shaft axles with rolling bearings mounted on them pass through the central holes in the cylinder blocks. Every four pistons using two rods and a rigid jumper between the rods are oppositely connected in pairs in H-shaped piston-piston assemblies - silos. At the same time, an axis with at least three rollers, cams, is installed on the inter-rod jumper perpendicular to the axis of the rods and the motor shaft. One of the rollers enters the sinusoidal groove, made on the side surface of the central part of the shaft, and transfers useful work to the engine shaft, and the other two rollers enter the crankcase groove and the groove of the guide bar, perceive tangential loads and ensure the piston-piston assembly moves parallel to the motor axis . The number of piston rod assemblies located around the shaft is at least four, and there may be four, eight or sixteen of them, and the piston rods can be made of adjustable length. Gas distribution mechanisms are made separately for each of the opposed cylinder blocks in the form of washers or bushings fixed to the axle shaft of the engine shaft with at least four cam segments, while each of the cams sequentially acts on the valves of the same name of at least four cylinders located around the shaft . The engine is lubricated by a metered supply of oil, sprayed and mixed with non-combustible gas supplied either through an axial hole in the engine shaft and radial channels into the crankcase cavity area, followed by an oil-gas mixture through roller bearings of the shaft shaft and pumping the mixture through fittings in the heads of the block heads cylinders, or by supplying an oil-gas mixture through fittings in the head covers of the cylinder blocks, the cavity between the axle shafts of the shaft and the cylinder blocks with pumping the mixture out of the crankcase. Nitrogen or carbon dioxide, or cooled engine exhaust gas, are used as the gas component of the lubricant components.

The device and the principle of operation of the engine is illustrated by drawings, which depict:

Figure 1 is a longitudinal section of the engine.

Figure 2 - crankcase, a longitudinal section.

Figa - crankcase, cross section.

Fig.2b - crankcase without guide rails, a longitudinal section.

Fig. 2c is an engine crankcase, view A in Fig. 2b.

Figure 3 is a transverse section of the engine with the position of the pistons in the middle between the extreme (dead) points.

Figa - cross section of the engine with the position of the pistons at the extreme (dead) points.

Figure 4 - motor shaft with bearings mounted on it.

Figure 5 - piston rod assembly.

Figa - stock piston assembly, view along arrow "B" in Fig.5.

Fig.5b - stock piston assembly, a cross section along the axis of the cam rollers.

6 is a diagram of the location of the piston rod assemblies around the shaft.

7 is a diagram of the sinusoidal groove on the cylindrical part of the shaft and the sequence of cycles in the cylinders of the engine.

Fig. 8 is a diagram of an arrangement of segmented cams on a gas distribution washer.

Fig.9, 9a is an embodiment of rods of adjustable length.

Figure 10, 10A - options for the passage of the lubricating-cooling composition (substance) through the cavity of the engine.

The following notation is used in the drawings:

1 - cylinder block,

2 - cylinder liner (cylinder),

3 - engine crankcase,

4 - housing

5 - flange of the crankcase,

6 - windows in the flange for piston rods,

7 - a groove in the housing,

8 - guide bar,

9 - groove in the guide bar,

10 - motor shaft,

11 - the Central node of the shaft,

12 - shaft shaft

13 - thrust shaft bearings,

14 - radial shaft bearings,

15 - sinusoidal profile groove,

16 is a piston,

17 - the piston rod,

17a - the middle node of the piston rod,

17b - half piston,

18 - interdigital jumper,

19 - N-shaped rod-piston unit,

20 - axis of the support rollers,

21 - cam roller

22 - roller support in the crankcase,

23 - roller bearing in the guide bar,

24 - cylinder head,

25 - the washer of the gas distribution mechanism,

26 - cam timing mechanism,

27 - valve

28 - intake manifold,

29 - exhaust manifold,

30 - cylinder head cover,

31 - an epiploon (consolidation),

32 - axial hole of the lubrication system,

33 - radial channels of the lubrication system,

34 - crankcase,

35 - rod lock,

36 - fitting of the lubrication and cooling system,

K1 - cam of the inlet valves of the odd cylinders,

K2 - cam inlet valves of even cylinders,

K3 - cam exhaust valves of the odd cylinders,

K4 - cam exhaust valves of even cylinders,

α is the angle of advancing the opening of the valves,

φ is the angle of overlap of the valves.

Two at least eight-cylinder blocks of cylinders 1 (Fig. 1), in which the cylinders 2 are located symmetrically around and parallel to the axis of the engine, are opposed to the crankcase 3 (Fig. 2, 2a), consisting of a housing 4 in the form of a hollow cylinder, and two flanges 5, rigidly fixed on both sides of the housing 4 and having windows 6 for piston rods. In the housing of the crankcase 4, at least four symmetrically located grooves 7 are made parallel to the axis of the crankcase, and between the flanges 5 of the crankcase 3 parallel to the grooves 7, guide bars 8 with grooves 9 are installed in its housing. The shaft 10 of the spindle-shaped shape (FIG. 4) has a cylindrical-shaped central, enlarged in diameter compared to two semi-axes assembly, located in the crankcase cavity 3 and fixed from axial displacement by two thrust bearings 13 mounted on a shaft between its central assembly 11 and cylinder blocks 1, and two half si 12 of the shaft 10, located coaxially and symmetrically on two sides of the Central node 11, which using rolling bearings 14 are mounted in opposed cylinder blocks 1. On the side surface of the middle cylindrical node 11 of the shaft 10 is made a closed sinusoidal profile groove 15 with an amplitude of the amplitude of the sinusoid equal to the piston stroke between the "upper" and "lower" dead positions, and the length of the sine wave is equal to its two periods. Pistons 16 (Figs. 5, 5a) are oppositely mounted in pairs at the ends of the rods 17, and each pair of parallel-mounted rods 17 is connected by a rigid jumper 18 and forms H-shaped piston-piston assemblies (silos) 19. The pistons 16 of the N-shaped silos 19 are opposed located cylinders 2 of two cylinder blocks 1, while the number of silos 19 located around the shaft 10 is at least four. On each inter-rod jumper 18 of the N-shaped silos 19 perpendicular to the axis of the rods 17 and the axis of the motor shaft 10, an axis 20 is rigidly fixed (Fig. 5b), on which three cam rollers are mounted on rolling bearings, one of which 21 is closest to the engine axis, enters the sinusoidal groove 15 of the central node 11 of the shaft of the engine 10 and, moving along it, creates a torque and transfers useful work from the pistons 16 to the engine shaft, and the other two rollers 22 and 23 are respectively in the groove 7 of the housing 4 and the groove 9 guide bar 8 and perform the role of a slider (Crosshead) can accommodate radial (tangential) load and provide movement of H-shaped silo 19 along and parallel to the axis of the motor shaft 10.

Each of the piston rods 17 is made of three parts, as an option, to facilitate the design in the form of segments of thin-walled pipes (Figs. 9, 9a): central 17a with internal thread on both sides and two segments (half-rods) 17b with external thread at one end and a piston 16 rigidly fixed at the other end of the half-rod. The connection of parts 17a, 17b into one structural unit, as an option, on the thread (Fig.9, 9a) with fixation of the set position (length) allows you to adjust the length of the rods in a significant range and, accordingly, the volume of the combustion chambers and the compression ratio, which makes it possible use in the engine of various types of fuel.

Two cylinder heads 24 close the cylinder blocks 1. At the cylinder heads are valves 27 and manifolds 28, 29 of the intake and exhaust gas distribution systems, fuel supply mechanisms or assemblies (not shown), ignition system parts (if necessary).

Two gas distribution mechanisms, one for each of the cylinder blocks, are made either in the form of washers 25 (Fig. 8) with segments (cams) 26, or in the form of cam bushings (not shown) mounted directly on the axles 12 of the working shaft of the engine, which eliminates the need for additional transmission units.

An opening 32 is made in the shaft 10 of the engine along its axis, and N, as an option, is made through the sinusoidal groove 15 in its central cylindrical assembly 11 — the number of radial holes 33 for supplying a lubricant-cooling composition to the crankcase — a non-combustible mixture (to prevent fire) gas with a limited dosage of lubricant.

Patented design allows a wide range to vary the displacement and, accordingly, engine power by changing the length of the cylinders, and hence the piston stroke with a slight change in size, in this case, the length of the engine. Moreover, a large number of parts and assemblies, in particular pistons 16, inter-rod assemblies 18 with rollers 21, 22, 23, cylinder heads 24, gas distribution washers 25 with segmented cams 26, cylinder head covers 30 can be used in engines of different power, which simplifies the task of creating a standard-sized series of engines of various power with minimal technological changes in their production. In addition, the pistons for the patented engine are structurally, and therefore technologically simpler, than pistons for connecting rod engines.

Four-stroke rodless internal combustion engine operates as follows.

When fuel is burned (working stroke) in one of the cylinders 2, the piston 16 moves the piston-rod assembly 19 from one extreme position to the other, and in the other three cylinders combined by this silo, preparatory cycles take place - release, intake, compression, while transferring energy from the piston in the cylinder with a stroke to the pistons in the cylinders with preparatory strokes occurs through a rigid structure, and on the working shaft 10 of the engine through a cam-roller 21 mounted on the axis 20 on the inter-rod jumper 18 and interacting with the shaft 10 through sinusoids cial groove 15 at its central node 11 is transmitted only useful (effective) work.

For each movement of the silos 19 from one extreme position to another, the shaft 10 is rotated 90 ° (Fig. 7), i.e. in one full revolution of the shaft 10, each piston-rod assembly 19 performs four reciprocating movements, all four cycles occurring in all cylinders. Two rollers 22 and 23 mounted on the axis 20 on the interdigital jumper 18 interact respectively with the crankcase 3 through the groove 7 in its housing 4 and the guide bar 8 through the groove 9 to move the silos 19 along the axis of the engine, while the rollers 22 and 23 perceive tangential loads, and only axial loads act on the pistons, which, through the rods 17 and the roller 21, interacting with the shaft through the sinusoidal groove 15, create a torque for the working shaft 10 and provide energy transfer to the consumer.

At least four piston-piston assemblies are symmetrically located around the shaft 10, while when the shaft 10 rotates, two silos 19 located diametrically opposite to the shaft move in one, and the other two silos move in the opposite direction, which completely balances the engine kinematically and does not require additional balancing nodes and parts.

The shaft 10 through the sinusoidal groove 15 and the rollers 21 interacts with all silos 19, thus synchronizing the operation of all cylinders 2 of the engine. In addition, the Central node 11 of the shaft 10 acts as a flywheel and, as an option, the role of the rotor of a centrifugal pump of the engine lubrication system. Since in one revolution of the working shaft 10 the piston-rod assemblies 19, and therefore each of the pistons 16, make four movements between the “upper” and “lower” dead positions, i.e. in each of the cylinders 16 for one revolution of the shaft 10 all four cycles occur, gas distribution mechanisms 25 are installed directly on the working shaft of the engine 10 on its axle shafts 12 above the cylinder heads 24. In this case, the gas distribution mechanisms are made, as an option, in the form of washers 25 (FIG. .8) with cams 26 in the form of segments located on the planes of washers 25, facing the heads of the cylinder blocks 24. With a symmetrical arrangement of the cylinders 2 around the shaft 10 and passing the same cycles in series in four cylinders 2 each the fourth of the segment cams 26 sequentially in the direction of rotation of the shaft for one revolution acts on four valves 27. Thus, to ensure the synchronous operation of the sixteen valves 27 of each cylinder block 1, only four segments of the cam 26 on each of the gas distribution washers are required (Fig. 8). The cam K1 for one revolution of the engine shaft sequentially opens the odd-cylinder inlet valves (Fig. 7), the cam K2 - the inlet valves of the even cylinders, the cam K3 - the exhaust valves of the odd cylinders, the cam K4 - the exhaust valves of the even cylinders. On Fig.8 - α is the angle of advancing the opening of the valves, φ is the overlap angle of the exhaust and intake valves, while the values of the angles α and φ are set during the manufacture of the cam washer and do not require adjustment during engine operation, since there are no multi-link transmission nodes for gas distribution mechanisms.

The engine uses only rolling bearings, which ensures minimal energy loss on the interaction of components and parts in the engine itself and, in addition, allows for reliable operation of the engine at higher temperatures, its components and parts.

The lubrication of the nodes and engine parts (Figure 10, 10a) is carried out by supplying an oil-gas mixture through the axial hole 32 of the engine shaft 10 and N - the number of radial holes 33 in the sinusoidal groove 15 of the shaft 10, which provides lubrication to the crankcase and to the power bearings 21 and supporting 22 and 23 rollers, while the central node 11 of the engine shaft acts as a rotor of a centrifugal oil pump, and an increase in pressure in the cavity of the crankcase 3 ensures the flow of the oil-gas mixture through holes (not shown) in the cylinder blocks in the cavity I am waiting for the shaft half shafts 12 and cylinder blocks 1, providing lubrication for the shaft bearings, and then the cams and valve stems of the gas distribution mechanism, at the same time acting as a cooling medium.

Patented engine can work in any spatial position.

Claims (6)

1. A multi-cylinder internal combustion engine containing two at least eight-cylinder blocks mounted oppositely on the crankcase for at least eight cylinders with them located symmetrically and parallel to the axis of the spindle-shaped shaft, the central part of which is located in the crankcase cavity, pistons pairwise opposed to the rods, two gas distribution a node located above the cylinder blocks, characterized in that the crankcase is made in the form of a hollow cylinder with flanges on both sides, while the windows are made in the flanges for piston rods, at least four grooves are made parallel to its axis in the crankcase housing and at least four grooves are installed between the flanges in the crankcase and parallel to the grooves of the crankcase; the spindle-shaped shaft has a central one located in the crankcase cavity and increased in diameter compared to two a semi-axis node, on the cylindrical surface of which a closed sinusoidal profile groove is made with an amplitude of the amplitude of the sinusoid equal to the piston stroke between the "upper" and "lower" dead positions, the length of the sinusoid is equal to d during its periods, two shaft axles with rolling bearings mounted on them pass through the central holes in the cylinder blocks, every four pistons using two rods and a rigid jumper between the rods are oppositely connected in pairs to H-shaped piston-piston assemblies (silos), while on the inter-rod a jumper is installed perpendicular to the axis of the rods and the motor shaft with an axis with at least three cam rollers, one of which enters a sinusoidal groove made on the side surface of the central part of the shaft, and provides useful work on the motor shaft, and the other two rollers are respectively in the casing groove and in a groove of the guide pad perceive tangential load and ensure parallel movement of the node shtokoporshnevogo engine axis, the number shtokoporshnevyh nodes located around the shaft, at least four. 2. The engine according to claim 1, characterized in that the number of piston rod assemblies located around the shaft can be four, eight or sixteen. 3. The engine according to claim 1, characterized in that the rods are made of adjustable length. 4. The engine according to claim 1, characterized in that the gas distribution mechanisms are made separately for each of the opposed cylinder blocks in the form of washers or bushings fixed to the axles of the engine shaft with at least four cam segments, each of the cams acting sequentially on the valves of the same name of at least four cylinders located around the shaft. 5. The engine according to claim 1, characterized in that the engine is lubricated by a metered supply of oil, sprayed and mixed with non-combustible gas supplied either through an axial hole in the engine shaft and radial channels into the crankcase cavity, followed by an oil-gas mixture through bearings rolling the shaft axles and pumping the mixture through the fittings in the cylinder head covers, or by supplying an oil-gas mixture through the fittings in the cylinder head covers, the cavity between the shaft axles and the cylinder blocks with pumping the mixture and from the crankcase. 6. The engine according to claim 5, characterized in that the gas component of the lubricant components is nitrogen, or carbon dioxide, or cooled engine exhaust gas.

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